[00011 The present subject matter, in general relates to manufacturing of a frame of a vehicle, and in particular relates to an integrated frame manufacturing system for the vehicle.
BACKGROUND
[0002] In all the vehicles, the frame is the core structure that acts as a support for the vehicle and provides a proper fitment and alignment for the vehicle. The frame acts like a skeleton that provides strength and stability to the vehicle and on which various parts like engine, wheels, axle, swing arm, fork, brakes etc. are mounted.
[0003J In general, the frames are made of steel and are manufactured using manual, automated, and robotic equipment and processes. For example, the manufacturing process begins with the formation of different parts of the frame using the sheet metal and then welded together using the above-mentioned equipment and processes. In known art, typically the parts of the frame assembly are manufactured separately and then attached together. In vehicles manufactured with such method, the central alignment of the frame is not suitable for the stability of the vehicle. The central alignment is defined by the offset of the head tube with respect to the^center point of the frame. An improper alignment of the frame leads to a poor styling and aesthetics of the vehicle, and more importantly, it results in rider discomfort, as while driving, a vehicle movement side drag is created due to misalignment of the frame.
[0004] In order to improve the central alignment of the frame, typically a manual revising mechanism is being practiced in industry to correct the misalignment which in turn improves rider comfort by neutralizing distortion effects or by neutralizing the offset of the head tube with respect to the center portion of the frame.
[0005] The mentioned manual revising mechanism includes a manually applied force to the head tube in order to align it with the center point of the frame. A proper alignment is difficult to achieve using single stage manual revising

mechanism and repeated manual force application is required in order to achieve a considerable alignment of the head tube with respect to the center point of the frame. Additionally, the uniformity in the alignment for different frames is extremely difficult to achieve due to this.manual application. This often results in poor quality of frame & compromised vehicle performance.
[0006] Further, during mentioned manual revising mechanism the operator uses a lever for force application on the frame head tube. Said lever is generally a metal shaft, which is held by the operator and the pressed to align the head tube. During this process at many instances, the safety of the operator becomes a major issue for many reasons.
|00071 Thus, there is a need of a system and a process that can address the aforementioned and other problems stated above.
SUMMARY
|0008] The present subject matter provides an integrated frame manufacturing > system to achieve a high-quality frame of a vehicle on real-time basis. The integrated frame manufacturing system includes a base, a control unit, at least one front support, and at least one rear support.
[0009] The control unit is provided with a predefined adjustment value, a predefined spring value, and a predefined center axis. The predefined center axis 0 is a standard axis for the frame that extends along the length of the frame. The predefined adjustment value provided to the control unit includes a set of tolerable adjustment limits. The control unit calculates a tolerable adjustment limit for post manufacturing correction out of the set of tolerable adjustment limits, based on a real-time alignment deviation of the head tube with respect to the predefined -5 center axis. The predefined spring value defines a post-correction spring back range for the head tube. The predefined spring value is a parameter of the tolerable adjustment limit for post manufacturing correction, which is considered by the control unit while deciding the tolerable adjustment limit for applying a correction on the frame during manufacturing process.

[00010] The at least one front support (hereinafter the front support) and the at least one rear support (hereinafter the rear support) are communicatively connected to the control unit and are mounted on the base. The front support is mounted on a first end of the base and the rear support is mounted on a second end of the base. The front support includes a first arresting unit to hold a head tube of the frame. The first arresting unit includes a top arrest, a bottom arrest, and a mandrel pin. The top arrest and the bottom arrest together define an arresting unit that holds the head tube and a jaw that applies the force for post correction on the head tube. The mandrel pin defines a first center point of the head tube. The rear support includes a second arresting unit to hold a rear portion of the frame. The second arresting unit includes at least one equalizing unit, a left arrest, and a right arrest. The at least one equalizing unit (hereinafter the equalizing unit) is disposed at a second center point between the left arrest and the right arrest. The equalizing unit is fixedly attached to the rear support such that a center point of the equalizing unit is aligned to the second center point.
|00011 ] The first center point and the second center point define a real-time center axis of the frame. The second center point defines one end of each of the real-time center axis and the predefined center axis such that the real-time center axis and the predefined center axis extend towards the head tube from the second center point. The control unit measures the real-time alignment deviation between the real-time center axis and the predefined center axis.
[00012] Additionally, the present subject matter has the integrated frame manufacturing system with a center support disposed on a center portion of the base. The center support includes a support stand and a marking pin passing through the support stand.
[00013] The present subject matter provides the integrated frame manufacturing system with a housing unit. The housing unit houses the base, the control unit, the front support, and the rear support. The housing unit remains in communication with the control unit and provides a mounting support for the control unit. The housing unit includes an access door, a control panel, a power unit, a display

assembly, and a system deactivation mechanism. The display assembly is disposed on the housing unit at at-least one location and remains communicatively connected to the control unit. The system deactivation mechanism remains in communication with the control unit and is positioned on the access door. The system deactivation mechanism includes an emitter unit and a receiver unit. The emitter unit is disposed opposite to the receiver unit on the access door of the housing unit.
[00014| The present subject matter also provides a method of obtaining high geometric accuracy of the frame using the high quality integrated frame manufacturing system for a real-time head tube axis centering based manufacturing. The method of frame manufacturing includes following steps to be performed to achieve precise geometric dimensional accuracy. At first, the front portion of the frame is supported in the front support of the integrated frame manufacturing system, using the top arrest and the bottom arrest of the front support. Further, the rear portion of the frame is supported in the rear support of the integrated frame manufacturing system, using the left arrest and the right arrest of the rear support. Thereafter, the second center point is measured using the equalizing unit of the rear support. After measuring the second center point, the first center point is measured using the mandrel pin. Subsequently the real¬time center axis of the frame is measured by the control unit using the first center point and the second center point. Further, the control unit calculates the real-time alignment deviation between the real-time center axis and the predefined center axis. Thereafter the control unit calculates the tolerable adjustment limit to be applied for the real-time alignment deviation of the frame based upon the predefined adjustment value and the predefined spring value. Post calculation of the tolerable adjustment limit for application on the frame, the force application by the jaw of the front support ensures the real-time alignment deviation up to the calculated tolerable adjustment limit.
[00015] Another objective of the present subject matter is to provide a vehicle having the frame manufactured using the integrated frame manufacturing system and method. The vehicle includes a front wheel supported to a front portion of the

frame and a rear wheel supported with a rear portion of the frame. In this vehicle, a real-time center axis (A-A') of the vehicle (700) essentially overlaps a predefined center axis (S-S3) of the vehicle (700) in a top view of the vehicle (700).
[00016] Summary provided above explains the basic features of the invention and does not limit the scope of the invention. The nature and further characteristic features of the present invention will be made clearer from the following descriptions made with reference to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[00017] The detailed description is described with reference to the accompanying figures. The following drawings are for the exemplary explanation only and do not limit the scope of claimed subject matter.
[00018] Fig. 1 illustrates an isometric-view of a frame of a straddle type two-wheeled vehicle depicting the different embodiments of the frame.
[00019] Fig. 2 illustrates a plan view of an existing manual revising mechanism depicting the embodiments of the prior art.
[00020] Fig. 3 illustrates a front and a rear isometric view of an integrated frame manufacturing system in a housing unit, in accordance with the embodiments of the present subject matter.
|000211 Fig. 4 illustrates an isometric view of the integrated frame manufacturing system of the Fig. 3, in accordance with the embodiments of the present subject matter.
[00022] Fig. 5 illustrates the isometric view of the integrated frame manufacturing system of Fig. 3 securing the frame, in accordance with the embodiments of the present subject matter.

[00023] Fig. 6 illustrates a flow chart depicting a method of integrated frame manufacturing using the integrated frame manufacturing system of Fig. 3, in accordance with the embodiments of the present subject matter.
[00024] Fig. 7 illustrates a vehicle having a frame of Fig. 5 manufactured using the integrated frame manufacturing system of the Fig. 3, in accordance with the embodiments of the present subject matter.
DETAILED DESCRIPTION
[00025] The present subject matter provides a high quality integrated frame manufacturing system and a method of using the integrated frame manufacturing system to manufacture a frame of a vehicle. The mentioned integrated frame manufacturing system and the method claims and discloses a subject matter that facilitates manufacturing of an accurate, uniform, and high quality geometrically & dimensionally accurate frame. For any vehicle, a straddle type two-wheeled vehicle, a straddle type three-wheeled vehicle, or a three-wheeled vehicle, the frame is constructed in different parts and those parts are welded together to form the frame. However, the following description takes a reference of the frame for the straddle type two-wheeled vehicle, whereas scope of application of the present subject matter can extend to any type of vehicle.
[00026] Referring to Fig. 1, an exemplary embodiment of a frame (100) of a step through vehicle (hereinafter vehicle) 700 (shown in Fig. 7) is depicted for description purpose only, and does not limit the scope of the claimed subject matter, the application of present subject matter may extend to any kind of frame. The frame 100 includes a front portion (101), a center portion (102), and a rear portion (103). The front portion (101) includes a head tube (101a) and a down tube (101 b). The down tube (101 b) is attached with the head tube (101a) such that the down tube (101b) extends downward from the head tube (101 a).
[00027] The center portion (102) includes a left center tube (102a), a right center tube (102b), a front bridge member (102c), and a rear bridge member (102d). The left center tube (102a) is disposed parallel to the right center tube (102b) in the

vehicle length. A front end (i02a 1) and (I02bl) of each of the left center tube (102a) and the right center tube (102b) respectively are fixed with the front bridge member (102c). Similarly, a rear end (102a2 and 102b2) of each of the left center tube (102a) and the right center tube (102b) respectively are fixed with the front bridge member (102c). Additionally, the down tube (101b) extends between the left center tube (102a) and the right center tube (102b) to connect with a center portion of each of the front bridge member (102c) and the rear bridge member (102d). The left center tube (102a), the right center tube (102b), the front bridge member (102c), and the rear bridge member (102d) together form a base for a footboard (not shown). The center portion (102) is attached to the front portion
(101) through a center part of the front bridge member (102c). The center portion
(102) is attached to the rear portion (103) through the rear bridge member (102d).
[00028] The rear portion (103) includes a left rear tube (103a), a right rear tube (103b), a rear-connecting member (103c), and a front-connecting member (103d). The left rear tube (103a) joins a left side (102dl) of the rear bridge.member (102d) and the right rear tube (103b) is attached to a right side (102d2) of the rear bridge member (102d). Each of the left rear tube (103a) and the right rear tube (103b) includes an inclined rearward extension (I03al, 103b 1) and a horizontal rearward extension (I03a2, I03b2), such that the inclined rearward extensions (I03al, 103b 1) extend from the rear bridge member (102d) followed by the horizontal rearward extensions (103a2, 103b2). The rear portion of the horizontal rearward extensions (103a2, 103b2) of each of the left rear tube (103a) and the right rear tube (103b) is bridged by the rear-connecting member (103c). In addition, the front portion of the inclined rearward extensions (103a 13 I03bl) of each of the each of the left rear tube (103a) and the right rear tube (103b) is bridged by the front-connecting member (103d).
|00029] The head tube (101a), the down tube (10lb), the left center tube (102a), the right center tube (102b), the front bridge member (102c), the rear bridge member (102d), the left rear tube (103a), the right rear tube (103b), the rear-connecting member (103c), and the front connecting member (103d) are manufactured separately and are fixed together through welding or any other

attaching means to form the frame (100). After being welded together, an actual/real-time center axis (A-A') of the frame (100) is defined by a second imaginary straight line (SI) connecting a front center A of the frame (100) and a rear center A' of the frame (100). The front center A of the frame (100) is a center of a top surface of a head tube (101a) of the frame (100) and the rear center A' of the frame (100) lies between a left rear tube (103a) and a right rear tube (103b) of the frame (100). During this fixing / fabricating arrangement process, the actual/real-time center axis (A-A') (shown in Fig. 5) of alignment of the frame (100) deviates from the standard axis of alignment or a predefined center axis (S-SJ) of the frame (100) that leads to poor stability, one side shift and poor appearance of the vehicle. The mentioned predefined center axis (S-S1) of the frame (100) is same as the predefined center axis (S-S!) of the vehicle (700), which is defined by a first imaginary straight line (FI) connecting a first standard center point S of a front part F (shown in Fig. 7) of the vehicle 700 and a second standard center point S' of a rear part R (shown in Fig. 7) of the vehicle 700. In addition, such geometric / dimensional misalignment adversely impacts the stability of the vehicle may affect the safety of'the rider while driving the vehicle due to one side pull. Thus, addressing the'issues of a real-time alignment deviation resulted in the frame (100) requires an improved manufacturing system in which that the real-time central axis (A-A:) is aligned to the predefined center axis (S-S')ofthe frame (100).
[00030] Generally, the mentioned deviation of the real-time central axis (A-A') with respect to the predefined center axis (S-S') is corrected by a manual revising mechanism (200) post the fabrication of the frame assembly. The plan view of the manual revising mechanism (200) is shown in Fig. 2. A typical manual revising mechanism (200) includes at least one of a left side locating guide pin (201), a right side locating guide pin (202), a bottom locating mandrel (203), a top locating mandrel (204), a support block (205), a height measuring unit with a bottom level (206) and a top level (207), one or more load-leverage pivot points (208, 209, and 210), a front positional template (211), a bottom positional template (212), a left clamping cylinder (213), and a right clamping cylinder (214). Each of the front positional template (211) and the bottom positional template (212) include a

guiding mechanism (215, 216). The above-mentioned parts of the manual revising mechanism (200) are mounted on a base plate (217).
[00031] In order to correct the deviation of the real-time central axis (A-A5) with respect to the predefined center axis (S-S'), the frame (100) is secured on the base plate (217) using the above-mentioned parts of the manual revising mechanism (200). Upper and lower ends of the head tube (101a) are supported with the top locating mandrel (204) and the bottom locating mandrel (203) respectively. The down tube (101b) is supported with the front positional template (211) using the guiding mechanism (215). The left center tube (102a) and the right center tube (102b) of the center portion (102) of the frame (100) are supported with the bottom positional template (212) using the guiding mechanism (216). The inclined rearward extensions (103al, 103bl) of the rear portion are secured using the left side locating guide pin (201), the right side locating guide pin (202), the left clamping cylinder (213), and the right clamping cylinder (214). The horizontal rearward extensions (103a2, 103b2) of the rear portion (103) are secured with the support block (205). To secure the frame (100) with the fixture of the manual revising mechanism (200), clamping using the left clamping cylinder (213) and the right clamping cylinder (214) is to be performed manually to ensure location and resting. In addition, the top locating mandrel (203) and the bottom locating mandrel (204) are to be inserted on upper and lower ends of the head tube (101a) manually.
[00032] Post securing the frame (100), the deviation of the real-time central axis (A-A') with respect to the predefined center axis (S-S') is measured using the bottom level (206) and the top level (207) of the height measuring unit. In order to identify the deviation, the plane difference of both the top locating mandrel (203) and the bottom locating mandrel (204) is to be checked with respect to the height measuring unit with a bottom level (206) and a top level (207) simultaneously. In the event of non-permissible deviation, the frame (100) is corrected manually using a revising shaft (218) using the load-leverage pivot points (208, 209, and 210) by application of upwards and downwards pressure application. The mentioned process is required to" be repeated, until the realtime central axis (A-

A') is aligned/nearly aligned to the predefined center axis (S-S!). During this process, at many events, mishandling of the shaft may lead to operator safety issues and the manual correction process does not provide constant and accurate result for different frames. Thus achieving a standard in frame center axis becomes difficult, time consuming with addition of post fabrication process & may lead to poor quality of the frame. This system & method may also lead to high rejection cost of manufacturing as well as compromise on critical performance parameters of the vehicle.
[00033] Referring to Fig. 3, an integrated high quality frame manufacturing system (300) that addresses the one or more of above-mentioned problems is shown. The integrated manufacturing frame system (300) includes a housing unit (301), a base (302), at least one front support (303), at least rear support (304), and a control unit (305). The base (302) provides a mounting platform for the at least one front support (hereinafter the front support) (303) and the at least one rear support (hereinafter the rear support) (304). The housing unit (301) encloses/houses the base (302), the front support (303), the rear support (304), and the control unit (305). The control unit (305) may be disposed on the housing unit (301) at one or more locations in different embodiments, such that the housing unit (301) is communicatively connected to the control unit (305). The housing unit (301) includes an access door (306), a control panel (307), a power unit (308), a display assembly (309), and a system deactivation mechanism (310). The control panel (306) is in direct communication with the control unit (305), as user provide the enabling commands to the control unit (305) through the control panel (306). The display assembly (309) remains in communication with the control panel (306) in order to display the operation status of the frame (100) correction during the manufacturing process. The display unit (309) may be located at different locations in different embodiments. The system deactivation mechanism (310) is positioned on the access door (306) and remains in communication with the control unit (305). The system deactivation mechanism includes an emitter unit (311), and a receiver unit (not shown) disposed opposite to each other on the access door. The emitter unit (311) emits a laser beam that is received by the receiver unit on a continuous basis, while the integrated frame manufacturing

system (300) is functioning. Upon any interruption of continuous flow of the laser beam, the control unit (305) deactivates the integrated frame manufacturing system (300), which provides a safe' work environment for the operator. In the present embodiment, the laser beams based system deactivation mechanism (310) is discussed; however, any known flow interruption based system deactivation mechanism can be incorporated in different embodiments of the claimed integrated frame manufacturing system (300).
[00034) Referring to Fig. 4, essential embodiments of the integrated frame-manufacturing system (300) are described in detail. As shown, the front, support (303) and the rear support (304) are mounted on the base (302). The base (302) includes a first end (401), a second end (402), and a center portion (403). The first end (401) defines a front portion of the base (302). The second end (402) defines a rear portion of the base (302). Although the structure of the base (302) here is provided best suitable for a two wheeled frame (100), the shape and size of the base (302) may vary based on the size and shape of the frame to be manufactured / fabricated on it, as the claimed frame manufacturing system (300) may be used for a three wheeler frame or a four wheeler frame directly or with obvious modifications.
[00035] The front support (303) is mounted on the first end (401) of the base (302) such that the front portion (101) of the frame (100) sits in the front support (303). The front support (303) includes a first arresting unit (404), which clutches the head tube (IOla) of the frame (100). The first arresting unit (404) includes a top arrest (404a), a bottom arrest (404b), and a mandrel pin (404c). The first arresting unit (404) is communicatively connected to the control unit (305) such that the first arresting unit provides coordinate information about the real-time center axis (A-A') of the frame (100) to the control unit (305). In other embodiments, the first arresting unit (404) may provide the tilt information between the upper end and the lower end of the head tube (101 a) and may provide ' both the information to the control unit (305). In the above description, the tilt and the real-time alignment deviation are separately discussed for an elaborate explanation purpose; however, the real-time alignment deviation includes the

deviation of the head tube (101a) from the predefined center axis (S-S5), as well as the deviation or tilt between the upper end and the lower end of the head tube (101a).
|00036] Each of the top arrest (404a) and the bottom arrest (4.04b) include a left arm (L), a right arm (R), and a center bridge (C). The center bridge (C) is disposed adjacent to an inner end of the left arm (L) and the right arm (R), such that the left arm (L), the center bridge (C), and the right arm (R) forms a C type structure. Outer end of the left arm (L) and the right arm (R) of the top arrest (404a) hold the upper end of the head tube (10.1a) and outer end of the left arm (L) and the right arm (R) of the bottom arrest (404b) clutches the lower end of the head tube (101a). In addition, the top arrest (404a) is provided with a first calibration unit (405) disposed on the outer end of the left arm (L) and the right arm (R) of top arrest (404a), and the bottom arrest (404b) is provided with a second calibration unit (406) disposed on the outer end of the left arm (L) and the right arm (R) of the bottom arrest (404b). The first calibration unit (405) and the second calibration unit (406) are movably attached to the top arrest (404a) and the bottom arrest (404b) such that adjustment can be done according to the size of the head tube (10la). The first calibration unit (405) and the second calibration unit (406) are coupled with a front calibrator (407) through an upper pin (407a) and a lower pin (407b) respectively. The front calibrator (407) is communicatively connected to the control unit (305) that operates the front calibrator (407) based upon the predefined parameters. The operation of front calibrator (407) along with the control unit (305) will be discussed further in the following description.
[00037| The mandrel pin (404c) is a cylindrical structure that is to be disposed in the hollow space available in the head tube (101a). When disposed within the head tube (101a), the mandrel pin (404c) is supported on a panel (408) fixed with the base (302), in order to maintain stability of the mandrel during calibration. A central point of the mandrel pin (404c) is used to detect a first center point (409) for the head tube (101a) in order to identify the real-time center axis (A-A') (shown in Fig. 5) for the frame (100). The process to identifying the real-time

center axis (A-A5) for the frame 100 will be discussed further in the following description.
[00038] The rear support (304) includes a wedge mechanism to clutch the frame (100). The rear support (304) is fixed on the second end (402) of the base (302) such that the rear portion (103) of the frame (100) sits in rear support (304). The rear support (304) includes a second arresting unit (410) that clutches the rear portion (103) of the frame (100). The second arresting unit (410) includes at least one equalizing unit (410a), a left arrest (410b)s and a right arrest (410c).
[00039] The at least one equalizing unit (hereinafter the equalizing unit) (410a) is disposed between the left-arrest (410b) and the right-arrest (410c), such that the equalizing unit (410a) is immovably fixed equidistant from the left arrest (410b) and the right arrest (410c). Center of the equalizing unit (410a) defines a second center point (411) aligned with a fixed center of the rear support (304). The rear support (304) and the front support (303) are disposed on the base (302) such that the predefined center axis (S-S') for frame is defined on the the integrated frame manufacturing system (300), by the first imaginary straight line (FI) starting from the second center point (411) extending towards the first arresting unit (404) used for holding the head tube (101a), which is same as the predefined center axis (S-S') of the vehicle (700). Additionally, the second imaginary line (SI) extended between the first center point (409) of the head tube (101 a) and the second center point (411) defines the real-time center axis (A-A') on the integrated frame manufacturing system (300), which is same as the real-time center axis (A-A') for the frame (100).
[00040] The left arrest (410b) and the right arrest (410c) are the movable parts of the rear support (410) and are used for the supporting the frame (100) on the rear support (410). The left arrest (410b) and the right arrest (410c) are disposed on both sides of the equalizing unit (410a) such that a space is maintained on both sides of the equalizing unit (410a) for securing the left rear tube (103a) and the right rear tube (103b) of the rear portion (103) of the frame (100). The left arrest (410b) and the right arrest (410c) are coupled with a rear calibrator (412). The rear

calibrator (412) controls the movement of the left arrest (410b) and the right arrest (410c) in a back and forth direction, such that the movement of the left arrest (410b) and the right arrest (410c) is synchronized to hold the frame (100).
(00041J In addition, the integrated frame manufacturing system (300) includes a center support (413) disposed in the center portion (403) of the base (302). The center support (413) includes a support stand (414) and a marking pin (415). The marking.pin (415) passes through an upper portion of the support stand (414). ■ Additionally, the marking pin (415) remains in communication with the control unit (305) such that after completion of manufacturing process of the frame (100) the marking pin (415) places an identification mark indicating the completion of the manufacturing process.
|00042] As discussed above, the control unit (405) remains in communication, with the front, support (403), the rear support (404), the housing unit (401), and the. marking pin (415) and directs the operations of the above-mentioned embodiments. The control unit (405) is "provided with a predefined adjustment value, a predefined spring value, and the predefined center axis (S-S') coordinates. The predefined adjustment value includes a set of tolerable adjustment limits suitable.foncorrection.of frame deviation during manufacturing process. The set of tolerable adjustment limits are the allowable or permissible values for which the frame deviation can be corrected without resulting any damage to the frame (100). A tolerable adjustment limit for correction is selected by the control unit (305) of the set of the tolerable adjustment units based on the real-time alignment deviation of the real-time center axis (A-A!) with respect to the predefined center axis (S-S3). In an embodiment, the set of real-time alignment deviation may also include the tilt between the upper end and the lower end of the head tube (101a) and a correction limit for the same. The predefined spring value defines a post-correction spring back range or coefficient for the material used in the frame (100). The predefined spring value is a factor of the predefined adjustment value such that the tolerable adjustment limit is decided after considering the post-correction spring back range.

[00043] The control unit (305) calculates the real-time alignment deviation based on the coordinate information of the real-time center-axis (A-A') provided by the first arresting unit (304) and the predefined center axis coordinate information. In other embodiments, the control unit (305) calculates the real-time tilt between the upper end and the lower end of the head tube (101a) based on the information provided by the first arresting unit (404) and the predefined deviation values. The control unit (305) selects the suitable tolerable adjustment limit for the deviation/offset of the head tube (101a) as well as for the tilt of the upper end and the lower end of the head tube (101a) and accordingly directs the front calibrator (407) for required geometric control of the frame (100). In the above description, the geometric & dimensional parameters like tilt and the real-time alignment deviation are separately discussed for an elaborate explanation purpose; however, the real-ttme alignment deviation includes the deviation of the head tube (101a) from the predefined center axis (S-S'), as well as the deviation or tilt between the upper end and the lower end of the head tube (101a).
[00044] Referring to Fig. 5 along with Fig. 6, steps 601 to step 608 of a method (600) of real-time head tube axis centering based frame manufacturing using the integrated frame manufacturing system (300) will be discussed in detail in the forthcoming description. In operation, the front portion (101) of the frame (100) is manually supported with the front support (303) of the integrated frame manufacturing system (300). The head tube (101a) of the frame (100) is secured in the top arrest (404a) and the bottom arrest (404b) of the first arresting unit (404). Further, the rear portion (103) of the frame (100) is supported with the rear support (304) of the integrated frame manufacturing system (300). The left rear tube (103a) and the right rear tube (103b) of the frame 100 are secured in the left arrest (410b) and the right arrest (410c) of the rear support (304). Post supporting the frame (100) with the integrated frame manufacturing system (300), the left rear tube (103a), and the right rear tube (103b) of the frame (100) are clutched within the left arrest (410b) and the right arrest (410c) using the rear calibrator (412). The rear calibrator (412) moves the left arrest (410b) and the right arrest (410c) towards the equalizing unit (410a) to immovably secure the rear portion (103) of the frame (100). The equalizing unit (410a) measures the second center

point (411) of the frame 100, which is aligned to the center point of the equalizing unit (410a), and transfers the coordinate information of the second center point (411) to the control unit (305).
[00045] Further, the first arresting unit (404) measures the first center point (409) of the frame (100), which aligns with the center point of the mandrel pin (203) and transfers the information to the control unit (305). The First arresting unit (404) also measures the information of the tilt or deviation between the upper end of the head tube (100) and the lower end of the head tube (100), using the top arrest (404a) and the bottom arrest (404b). After receiving the information of the first center point (409) and the second center point (411), the control unit (305) measures the real-time center axis (A-A') of the frame (100). The real-time center axis (A-A') is defined by the imaginary line extending between the first center point (409) and the second center point (411). After measuring the real-time center axis (A-A'), the control unit (305) compares the real-time center axis (A-A!) with the predefined center axis (S-S!) to calculate the real-time alignment deviation between the two. The control unit (305) also compares the tilt value between the upper end and the lower end of the head tube (101a). The control unit (305) further calculates the tolerable adjustment limit to be applied of the real¬time alignment deviation of the frame (100) based on the predefined adjustment values and the predefined spring value. After calculating the tolerable adjustment limit, the control unit (100) directs the front calibrator (407) to correct the head tube (101a) of the frame (100). Upon receiving the input from the control unit (305) the upper pin (407a) and the lower pin (407b) of the front calibrator (407) applies force to the first calibration unit (405) and the second calibration unit (406) of the top arrest (404a) and the bottom arrest (404b). Post application of the force, the real-time alignment deviation is again measured by the control unit (305) to apply another cycle of force application if required. After correction of the real-time alignment deviation, the marking pin (415) places an identification mark on the frame (100) to indicate manufacturing process completion. After completion of the process, the display unit (309) indicates the 'process completion' signal and the integrated frame manufacturing system (300) shuts down to allow removal of the high quality frame (100). The frame so produced,

using the explained system & method, is of high accuracy in alignment for its geometric & dimensional parameters thereby eliminating need for compromise on vehicle performance parameters, such as stability and one side pull during driving.
[00046] Fig. 7 shows the vehicle (700) including the frame 100 manufactured using the above explained system and method. The vehicle 700 includes a front wheel (701) and a rear wheel (702). The front wheel (701) is supported to the front portion (101) of the frame (100) and the rear wheel (702) is supported to the rear portion (103) of the frame (100). The front wheel (701) includes a front center (701a) and the rear wheel (702) includes a rear center (702a). The real-time center axis (A-A') of the vehicle (700) (same as the real-time center axis (A-A5) of the frame (100)) is defined by a second imaginary line (SI). The second imaginary line (SI) connects a first vertical axis VI passing through the first center (701a) of the front wheel (701), a second vertical axis V2 passing through the front center A of the frame (100), a third vertical axis V3 passing through the second center (702b) of the rear wheel (702), and a fourth vertical axis V4 passing through the rear center A! of the frame (100). The front center A of the frame (100) is the center of the top surface of the head tube (1 Ola) of the frame (100) and the rear center A' of the frame (100) lies between the left rear tube (103a) and the right rear tube (103b) of the frame (100). In the shown vehicle (700), the real¬time center axis (A-A5) of the vehicle (700) essentially overlaps the predefined center axis (S-S') of the vehicle (700) in a top view of the vehicle (700).
[00047] The mentioned predefined center axis (S-S!) is ) is defined by the first imaginary line (FI) connecting a first standard center point S of a front part F of the vehicle (700) and a second standard center point S' of a rear part R of the vehicle (700).. The first standard center point S coincide with the first center (701a) of the front wheel (701) and the second standard center point S' coincide with the second center (702a) of the rear wheel (702). The vehicle (700) explained above has the real-time center axis (A-A') absolutely aligned to the predefined center axis (S-S') resulting in complete elimination of one side pull of the vehicle (700) while driving.

[00048] In the above description, the integrated frame manufacturing system for a two-wheeler is explained however, the application of the claimed integrated frame manufacturing system (300) may extend to frame for three wheeled vehicles by obvious modifications like duplication of rear support (410). In addition, the discussed integrated frame manufacturing system (300) for measuring and manufacturing good quality geometric accuracy frame assembly using the head tube (101a) centering based synchronizing & aligning method of the frame (100) is the best mode of carrying the invention, however the modifications within the scope of the invention may be used for measuring correction of the rear suspension deviation, as well as rear portion (103) deviations in the frame (100).
[00049] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.